Mariner
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Mariner Yachts, a production-boat builder and yacht brokerage based
in Kent Island, Maryland, has produced the Orient 40, an ideal
entry-level cruiser well-suited to both couples and families alike. The
seaworthy, traditional design is pleasing to the eye and functional,
with affordability playing a key role in achieving this balance.
When I was about 10 years old, a neighbor owned what I thought was a
serious yacht. While impressive in a vintage sort of way, even by today’s
standards, this “yacht” was, in reality, a 28-foot, plywood-hulled cabin cruiser
built by one of the premiere production-boat builders of the day. Madcap, as she
was named, had a spacious main saloon with great natural lighting and
ventilation afforded by large opening windows (there was no seagoing AC in
those days, and few boats had generators), a comfortable V-berth, a functional
galley and a cockpit that was ideal for grown-ups and kids to relax and play in,
respectively. The family that owned and enjoyed Madcap lived aboard, at anchor
for weeks at a time, during the summers. The father commuted to the nearest
dock and his waiting car—and the children to swimming lessons—via a 13-foot
Boston Whaler.
When I first set foot aboard the Orient 40, I immediately thought of that boat
from my childhood: functional, good looking and affordable. (Madcap’s owner, a
Navy veteran of three wars, a consummate mariner and my first boat mentor,
worked for pre-divesture Bell Telephone.) There’s something to be said for
sticking with a good formula. Interestingly, the president of Mariner Yachts,
Steve Smith, told me that many of his customers are active-duty Navy and other
armed forces personnel as well as folks from the fire department and other
municipal services.
Mariner Yachts, not content just to sell other
manufacturers’ boats, has been commissioning the
design and construction of its own line of trawlers
for five years, in which time they’ve completed more
than 50 vessels. Smith, a former commercial
fisherman and production fiberglass-boat builder
himself, appreciates seaworthy designs and robust
construction.
Built in one of two Chinese facilities near
Shanghai or Fuzhou, the Mariner boatbuilding staff
produces several Orient models, including 34- and
38-foot models and soon a pilothouse version of the
Orient 37 and 46.
FIRST IMPRESSIONS
When I saw the Orient 40 for the first time, as she
cruised amongst the vessels moored on the
Annapolis waterfront, flanked by a Grand Banks
Classic and a Nordhavn 50, my immediate thought
was, “This is a good looking boat—she’s all business.”
Perhaps it’s my Italian ancestry, but no matter how
well something works, if it doesn’t look good, I
simply can’t embrace it. With her high bow, ample
bulwarks, rugged deck hardware and beefy rails, the
Orient 40 fits the mold, and she looks good. Does
she, however, have what it takes to be a serious
passagemaking trawler? Let’s see.
HULL AND DECK
The Orient 40’s hull construction is a testament to
the tried-and-true methods of fiberglass boat
construction. Low-tech, perhaps—no resin infusion
or vacuum bagging here—however, a carefully
supervised hand layup carried out by experienced
personnel makes for an extremely strong, longlasting
laminate. A solid layup with polyester resin
that uses no chopper guns or core material is
protected from osmotic blistering below the
waterline with an application of Interlux Interprotect
epoxy barrier coat at the factory. This makes for a
virtually blister-proof structure (Mariner’s hull
warranty is 1 year, but they should consider making
it at least 5) that, according to owner Steve Smith,
has yet to show a single blister or delamination
defect in the half decade he’s been building them.
A hefty, three-quarter-length molded-in
rub/splashrail clad in stainless steel makes for
worry-free docking, while traditional teak caprails
complement the high bulwarks. Exterior teak,
incidentally, is kept to a reasonable minimum;
caprails, flybridge coaming trim, eyebrow and little
else are adorned in this material, making upkeep a
manageable task. On this model, they were allowed
to weather naturally, which is my preference. As a boatbuilder, I am particularly sensitive to less-thanperfect
gelcoat finishes, and I was not disappointed
in the one found on the Orient’s hull. It’s smooth,
fair, virtually free of flaws and finished in an
attractive and traditional faux-plank design.
Clearly, the Orient 40’s deck layout received
considerable thought during the design process.
I was unable to find any obvious design slipups or
oversights, so common in today’s AutoCADoriented
world. Good old-fashioned maritime design
practices make for decks that are well laid out and
easy to move around on. I’m especially fond of wide
side decks, which many builders appear to have
foolishly forsaken for wider saloons. Whether in a
seaway or during docking, I’d rather have room to
move fore and aft quickly, which requires that you
be able to do so without resorting to the sidestep.
The Orient’s side decks are wide enough that even
broad-shouldered crew can traverse their entire
length. Adding to the usefulness of this design is the
safety of an appropriate-height liferail that extends
aft until the deck descends to cockpit level. Aft of
this point, caprails are fit with stainless-steel
handrails that will double as a place for fender
attachment. Overall, this makes for an extremely safe
and secure deck design.
The Orient 40’s hull is, as mentioned, solid glass,
core free. The deck and cabin sides, however, utilize
plywood core, while the cabin top’s
composite employs a synthetic
honeycomb core design for maximum
strength at minimum weight.
According to Mariner, all of the Orient
40’s deck hardware—rails, cleats, chocks,
samson posts, and so on—are 316L
stainless steel. Use of this material should
maintain a stain- and rust-free finish that
will require only occasional cleaning or
polishing. The robust combination cleatand-
fairlead assemblies installed at the
stern, amidships and on the bow (the
midship cleat is thoughtfully set into a
recessed well in the bulwark so as not to
become a hip-buster) are finished off
with low-friction acorn nuts rather than
with ordinary slotted or Phillips screws.
It’s details such as these that indicate the
folks at the design office, as well as at the
factory, know what they are doing.
The foredeck area aft of the optional electric
windlass and bow pulpit is finished off with the
traditional teak grating, a feature that has, sadly, disappeared from many trawlers. It makes good
sense for checking the anchor lead and offers
forward line handlers a secure, nonslip surface on which to tread. Other weather decks are finished in
a symmetrical, nonskid pattern, which is part of the
fiberglass/gelcoat mold. Although the gelcoat
application on the Orient’s hull was of the highest
quality, several small flaws were noticeable on deck.
Because this is hull number one, it’s conceivable that
these have since been, or will be, corrected in the
mold. Thus far, 13 hulls of this design have been
completed.
The cockpit is spacious and comfortable to move
about in, with molded-in steps-cum-seats that
double as storage lockers, as well as a large gas
shock-assisted lazarette access hatch, which is
properly guttered, draining overboard. The transom
is equipped with a well-fitting gate, easing access to
and from the swim platform and making life more
enjoyable for four-legged crew members. A
traditional raised-panel and windowed teak sliding
door set on a brass rail affords access from the
cockpit to the main saloon, while a combination
step/ladder arrangement leads to the flybridge. I’m
told that newer models of the Orient 40 are
equipped with a welcomed all-stair design, making
access to the flybridge level easier and safer,
particularly when carrying gear, food or a drink.
A final note on deck details: Scuppers are a clever
molded-in design that requires no hardware to
maintain and eliminates the worry of bedding or
fastener failures.
Moving up to the flybridge: It is, in a word,
expansive. I can easily picture deck chairs and a table
set for four, with lunch, dinner or cocktails being
served as a warm breeze blows, while offering a bird’seye
view of maritime surroundings to the fortunate
participants. Of course, this area is also designed to
accommodate a tender, which can be winched aboard
using the traditional mast-and-boom arrangement.
The chocks for boat storage could easily be made
removable in order to provide unfettered space for the
above-mentioned dining or entertainment.
The centerline helm offers a commanding view
both fore and aft and is flanked by molded-in,
cushioned settees port and starboard. A heavy-duty
stainless-framed swivel seat, with footrest, provides a
comfortable place from which to command and
control. The venturi-type windscreen is for more
than just aesthetics, as is often the case on so many
boats. It’s large enough to provide the helmsman
with a meaningful measure of protection from wind
and, in lively sea conditions, spray. In keeping with
other areas aboard, the space beneath the bridge
settees also serves as watertight storage using snugfitting,
hinged hatch lids.
The helm instrument panel is equipped with a
hinged, fiberglass-and-acrylic cover for weather
protection. Instrumentation is somewhat scant; the
gauges for the Yanmar are limited to tachometer, oil
pressure, coolant temperature and idiot lights.
Serious cruisers will want to augment this with
additional gauges such as a voltmeter, gear
temperature gauge, etc. Traditional and rugged dual-lever Morse
controls provide
shift and throttle
control, while the
wheel is attached
to equally reliable
and familiar name
of Hynautic, which
provides hydraulic
steering functions. The bridge equipment is topped off
with a joystick control for the Vetus bow thruster and
rocker switches for Bennett dual-piston trim tabs.
INTERIOR CABIN SPACES
Entering the saloon from the cockpit sliding door
(there’s a matching door adjacent to the helm), the
first impression is warm and inviting, yet nautical;
this area, especially, stirs my boyhood memories of
Madcap. When I stepped into this area, my eyes and
nostrils—the scent is of teak and salt air rather than
of plastic, vinyl and new carpeting—told me I was on
a boat. So many new boat interiors seem to work
hard at trying to convince the occupant that he or
she is in a motel room rather than aboard a
seagoing vessel; not so with the Orient 40.
The treatment is varnished teak veneers, teak and
holly sole, and a battened cream-colored overhead
that’s finished off with full-length grabrails. Cabin
overhead beams and hanging knees are laminated
teak and holly, a nice touch. Countertops are fit with low but functional fiddles to keep dishes and other
items off the sole while under way. In the galley,
along the starboard side, you’ll find the usual, fullsized
stainless sink; an electric range/oven (electric
range is standard, but the generator is an option)
with cutting board inlay; and a Norcold, vertical,
two-door combination refrigerator/freezer.
Along the saloon port side are cabinets and
drawers, an easy chair and a dinette settee
arrangement that
will seat four
comfortably.
Additional cabinets
are being installed
aboard this vessel
(it was recently
sold), above the
galley. Invariably, all
of the holes I stuck
my index finger into
to open cabinets felt
too small, as they wouldn’t allow the finger to go past the
second knuckle. This is a small item, but
one that has plagued Asian boatbuilders for
decades. Get with it, folks: Americans,
particularly men, have bigger fingers, and I,
for one, don’t like sticking my finger into a
tight finger pull on a boat that’s under way.
This pet peeve can be easily rectified with
the next larger drill bit.
Several hatches in the sole provide access
to the engine and other equipment below.
It’s a subject given the short shrift by many
builders today; however, engine/genset/
tank removal is worth considering, and as
the manager of a service and refit yard,
it’s one I face on a regular basis. On the
Orient 40, I believe all of these hopefullynever-
to-be-undertaken tasks could be
accomplished without major boat surgery.
An interesting innovation I noticed
aboard the Orient 40 is the installation of
an aluminum, rather than the traditional
timber, sole framework. That is, the support
grid all of the sole panels rest on is made up
of box-sectioned aluminum fastened with
machine screws rather than of wood. This saves
weight and makes for a very sturdy structure that
will remain rigid and secure for years to come.
The saloon is flanked by large, custom-made,
aluminum-framed sliding windows that make the
space bright and airy and provide good visibility for
the lower helm station. The forward center window
also tilts outward to provide an ideal underway and
at-anchor breeze through the saloon.
Moving forward, down three steps to the berthing
area, you’ll find the head to starboard and the single
cabin to port. The head is an all-fiberglass molded
design, complete with multiple storage cabinets. The
separate curtained shower is functional and well laid
out, incorporating a seat and its own port.
The toilet is, curiously, a manual hand pump
model. This presents an incongruity on even a
budget-conscious boat. Presumably, an electric or
vacuum-type toilet could be installed as an option
and certainly as a retrofit. The master of a vessel
such as the Orient 40 deserves better than to have
to endure 20 strokes with every visit to the head.
The single cabin to port is cozy and comfortable,
with hanging locker, drawers and writing desk. It’s
one I could occupy for a lengthy passage and not
feel cramped. Moving forward to the master cabin,
you’ll find an island queen berth, a hanging locker and a chest of drawers. The joinerwork in this cabin
shows particularly fine attention to detail. With
bookshelves lining the hull on each side of the berth,
reading lamps, two opening ports and a screened
overhead hatch, it, too, is comfortable and livable for
extended cruising.
HOLY PLACE
Like other areas on the Orient 40, the engine
room is large and spacious. In fact, it’s difficult to
believe this is the engine compartment of a 40-
footer. All-around access to the Yanmar 370 and
ZF gear on this model is excellent. There’s no
part of the engine that cannot be easily reached
and serviced. Access to seacocks—which are of
the proper flanged variety and equipped with
backing blocks—as well as sea strainers, the
stuffing box and other important plumbing is
also excellent (all valves and seacocks appear to
be properly labeled). The horizontal decking
fore and aft of the engine (you’re standing on a
purpose-built deck here rather than in the bilge)
is covered with an attractive and functional, nonskidpatterned,
heavy-duty
vinyl. Incandescent lighting in this space is adequate,
making routine maintenance chores easy; you won’t
need to bring a flashlight with you unless you’ve
dropped something into the bilge. If you need
serious lighting or better access, simply lift and
remove more of the saloon sole panels.
Room for additional equipment is provided. This
boat, in fact, was in the process of having a 6.5kW
generator and air conditioning units installed, options
for which it is prewired. Even with this added gear, the space will remain uncluttered. Dual flooded leadacid
batteries are installed in sturdy, covered,
molded-fiberglass boxes between the forward engineroom
bulkhead and tanks. Neither the boxes nor the
lids are secured, making it possible for the batteries
to shift in a seaway. The wiring supplying current
from the battery charger to the batteries also lacked
over-current protection (a fuse or a circuit breaker).
This boat has yet to be fully commissioned, and I
suspect these items may be on the pre-delivery “to
do” list. Other engine room wiring and plumbing
could stand to be neatened up; however, this is easily
accomplished with relatively little additional effort
during construction or commissioning.
A stainless-steel prop shaft exits the hull through a
water-injected conventional stuffing box, which is
easily accessed through a hinged, clear hatch in the
engine room decking. Customers have a choice of
either conventional stainless-steel shaft stock or
uprated Aquamet 22 proprietary shafting (I’d opt for
the latter; it’s well worth the added expense), which
is connected to a three-bladed, bronze prop.
Tankage in this space includes twin 150-gallon
fiberglass fuel tanks and twin 70-gallon stainless-steel
water tanks. Additionally, the 40-gallon holding tank
is also manufactured from fiberglass. Given the
choice, as a boatbuilder, I could think of no other
materials I would rather use for tank construction,
fiberglass for fuel and sanitation, stainless for water.
Fuel and water tanks are equipped with valved,
ultra-reliable sight glasses, and the tanks themselves
are tabbed, using fiberglass, to each other as well as
to the hull.
The main—or, rather, only—electric bilge pump, a
Rule model 1,400gph unit equipped with an
automatic float switch, is from a respected
manufacturer, but it’s simply not enough for a
vessel of this size. It should be augmented with
two additional electric pumps, at least one of
which should be a 2,000gph model for coping
with a serious down-flooding event. This could
easily be accomplished, providing new owners
with an added measure of security without
markedly affecting the Orient 40’s bottom line.
UNDER WAY
As we moved away from PassageMaker’s dock
on a blustery day in late August, I thought to
myself, “This boat must be ballasted.” In fact,
she’s not, but she certainly behaves as if she is.
I’d describe her handling characteristics as stable
and predictable, with a pleasant motion in a seaway. As previously mentioned, the view from the
bridge steering station is commanding, diminishing
the anxiety of close-quarters maneuvering in and
around the docks. Mariner’s resident skipper, Mike
Sprecher, made this look easy, working the helm at
both stations, although the Orient 40’s full keel,
substantial displacement and bow thruster were a
help, no doubt.
Once we moved away from the docks and the
crowded anchorage, the Orient strutted her stuff,
making a respectable 16 knots, thanks to the
optional Yanmar 370. Her expected, trawler-like
motion and minimal roll and pitch made passage
through a 2- to 3-foot chop and 15 knots of breeze
comfortable, dry and effortless. The helm responded
appropriately and predictably to every command,
including a following sea. Displacement speeds were
equally as comfortable, and I suspect she’d be happy
traveling either way for days at a time. Depending
upon the engine and tankage package (optional
additional tankage is available), her range varies
from 500 to 1000+ miles. Noise levels, while not
measured (my decibel meter was on the blink), were
not unpleasant in any of the accommodation spaces
while we were under way.
Overall, the Orient 40 delivers on Mariner Yachts’
promise, “At Mariner, we mix the old with the new,
keeping style and grace while not sacrificing comfort
or seaworthiness.”
As an entry-level, affordable trawler, it succeeds—
and I’m certain Madcap’s skipper would agree.
Reprinted with permission. Copyright 2004 © Dominion Enterprises (888.487.2953) www.passagemaker.com
You are reading the text-only copy of this article. To access the article as it appeared in PassageMaker Magazine, please log in to purchase and download the PDF version of this article.